Air-brake mechanism.



Patelnted 0011.4, 1910.

H. T.'RYDER & J. P.JOHNSON.

AIR BRAKE MECHANISM.

APPLIOATION FILED JUNE 25, 1910.

WIT/VESSES:

Hh T.' FEDER @a J. P. JOHNS'N,

AIR BRAKE DIIE3IrIAN-ISIVIy AFPLIUAUON YILED JUNE 25, 1910,

Pai-embed Gat, 4f., MMG.

HUGH ril'. R'YIDER AND JOHN P. JOHNSON, OF GREENSBORO, NORTH CAROLNA.'

AIR-BRAKE lVUEICHANISM1 Specieatipn of Letters Patent.

Patented Oct. 4, 1910.

.application led I.Tune 25, 1910. Serial No. 568,913.

lie it known that we, HUGH T. RYDER and de i?. JOHNSON, both of Greensboro, in

ccunty otGuilford andState of North il v rel ina, have invented certain new and use- Vlmprovements in Air-Brake Mechanisms,

\ which the following is a specification.

This invention is an improvement in autoatically operating-brake setting devices for in setting the air brakes in an emergency when the trucks leave the "track or the s are otherwise moved abnormally with rela ion tothe car body.

llie invention has for an object, among ethers, to provide in connection 'with a balanc. 'l :release valve in connection with the train pipe, a trapped air pipe leading from said release valve to the opposite trucks and automatically operated devices in connection with the opposite trucks for releasing pressure in the trapped air pipe thereby releasing pressure 1n the release valve and setting the Vbrakes in the usual manner.

'ner more fully described hereinafter,

rlhe invention also seeks to provide a novel construction ot release valve and the invention consists in certa-in novel constructions and combinations el parts as will be hereinafter described and claimed.

ln the drawings Figure l is an elevation,l

partly in section, showing our improvements as in use. Fig. 2 is a section view of the re.- lease valve. Fig. 3 is a section on about line 3 8 of Fig. 2. Fig. 4 is a det-ail sectional View of the tripping valve. Fig. 5 is a detail .view illustrating the release valve piston without the sleeved spool Fig. 6 is a detail view' showin?` the said piston with the sleeved spool having but a single head. Fig. 7 is a detail view'of the ring like yoke.

ln carrying out our invention, we provide what, vior convenience of reference, we term a release valve A, which is common to and is preferably located midway between the trucks B and C and a trapped air .pipe D leads from the vsaid release valve 4A to the opposite trucks vB and C and communicates its ends with valve casings D within which operate the automatically operated 'valves E which when tripped in the'manner presently described, will release pressure in the pipe D, which will cause the piston of the release valve A to lift by the pressure 1n the train pipe F to which the valve A is connect-ed and this lifting of the pistou will permit the air in the train pipe to release from the valve A, thus eifectinga setting of the brakes as desired. y

An important feature of this invention is the provision in connection with the release valve of a traplped air pipe leading from the release valve to the opposite trucks in connection with automatically operated devices at the opposite trucks for releasing pressure in the trapped air pipe and in theI operation of the described construction, it will be noticed that when either ot' the valves D is opened, the brakes will be set asa result of the reduction of pressure in the trapped air pipe and the lift-ing of the .pisfn ton of the release valve to permit a dimmu# tion of pressure in the train pipe F.V

The valve A has a casing A with a port` A2 in connection with the train pipe F, a release port A3 connected with the trapped air pipe and an escape port A4 for the escape of pressure in the train pipe to set the brakes. The ports A3 and A4 are arranged on opposite sides of the port A2 and a piston G operates in the casing and has valve heads G and G2 connected by a rod G3.- The valve head G2 controls the escape port A4 and the valve head G operates in connection with the release port A3 andthe piston is norlmally in the position shown in Fig. l with the valve head G2 closing the escape port A4 and the valve head G in position to permit communication of pressure through its ports G so the pressure in the train pipe and in the trapped air pipe will be equalized. If

vso

now, pressure be reduced in the trapped air pipe, the piston G3 will quickly rise lifting the valve portion G2 and permitting the escape of pressure at A4 to set the bra-kes.

As shown, the piston G is in the form of a spool and while we may use the when constructed as shown in Fig. 5 withont the sleeved spool, it may be preferred.' 1n some instances to use the sleeved spool Has shown in Figs.,1 and 2 with 'both the upper head H and lower head H2 at the opposite ends of the sleeve H5. The said sleeved spool may have a single head as shown Fig. 6 and be arranged to move to a limited extent piston A along the connecting rod of the piston tol and into the depressed'portien D2 surroundward and from the upper head G thereofand limited in its movement away'from said head G by the cross pin H4. However, in'

the form of spool shown in Fig. 2 with the heads H and H2, it willbe noticed thatfthe spool H is of a length greater than the distance between the heads G and G2 so .that it may have a certain play longitudinally along the rod G3 and may be moved up to close the ports in the piston head G or down away from said head G to expose the said ports and permit the passage of air between the valve and the trapped air pipe. Asshown in Figs. l and'2, the lower head H2 of the sleeve is larger than the head H and exposes a greater area to the action of the air in the train pipe and the valve A so the said sleeved spool will normally be held in the position shown in llig. 2 with its lower head H2 against the head plate G2 of the piston G. If, now, however', pressure in the trapped air pipe be suddenly released, or if pressure be released otherwise above the piston head plate G, the train pipe air in the valve A will quickly move the head H up against the plate G closing the ports `in said plate Cr and forcing the piston 'upwardly raising the valve plate G2 from its seat and permitting the train pipe pressure to escape at A* thus reducing the air pressure in the train pipe and permitting the brakes to set as-desired.

In reducing the pressure in the trapped air pipe, we provide in connection with t-he said pipe D valve casings D eachv located adjacent its respective truck and provided with the; automatically operated val-ve E Y having a projecting stem E which will be operated from the truck in a manner presently described. As shown, the valve casing D has an outlet port D2 and the valve E is in the form of a disk operating within the casing D and spring pressed to close the port D2 being provided with an annular bead E2 to bear against the valve seat and the valve has a stem E3 projecting beyond the valve E into the casingD and receiving a tension cup I containing a spring J which bears between the head I of thecup I and the stem E3 of the valve and normally presses the valve to' closed position. At its outer side the end plate I of the cup I has a pivotal projection I2 which sits in normal position in a socket D3 in the head plate of the valve casing 'D'7 this being the normal position ofthe parts withthe valve E closed, as shown in Fig. l. If, now, the stem Ebe rocked or tilted in any direction, vit will open the valve E and permit pressure in the cas-v ing D to escape, thus releasing the pressure .in the trapped air pipe D.l At the same time, if the stem E be moved laterally to such an extent as to force the point I2 of the spring actuated cup I out of the socket D3 the valve E, wev provide on the car truckv a ring like yoke K, preferably in oval forni and into which the stem E project-s, the yoke K being of such size asto permit the relative movement of the car body truck under ordinary or normal conditions,Y without displacing the valve E. If, however, the truck is derailed or is otherwise displaced and moved out lof normal position relatively to the car body, the yoke K will operate upon the stem E" of the valve in such'nianner/as to shift the valveto vopen position causing the release of pressure in -the trapped air pipe and the operationl of the release valve to secure a setting of the brakes as'before described It will be noticed that the release of. pressure in the release valve is secured by an operation f in connection with the saine air that operates the brakes and that the. release of pressure is automatic and results from any abnormal adjustment of the tinck relatively to the car body and it will be noticed that the release valve cannot close so long as the truck is ont of normal position. It will also be noticed that any slight derangeinent of the truck wit-hout a derailment of the4 truck, which slight derangement would be suil'icient to ei'ect the setting of the brakes, would not prevent the automatic readjustment of the parts to unbraked position when the truck was read justed toits normal position relatively to the car body. It will also lie-understood that by the use of the construction shown in Fig. 1 the conductor can check the speed of the train by use or" a cord l extending in the aisle of the car and located and connected up as indicated in the said gure.

We claim;

1. The improvement in brake setting devices substantially as herein described coinprising in combination with the trucks, a balanced release` valve common to both trucks, said valvecomprising a casing /having a trainpipe port, a release port, and an escape port and provided with a piston havthe release port of the release valve to the ico senos? "trucks and having valves provided with projecting stems, and ring-like yolres on the trucks and receiving the stems of their respective valves all substantially as and for the purposes set forth.

2. rlhe combination with the spaced apart trucks, or" a release valve common to both said trucks, a trapped air pipe leading from the release valve to the opposite trucks, and automatically operated devices at the opposite trucks for releasing pressure in the trapped air pipe, substantially as set forth.

3. The combination with the train pipe,

A oit' an air balanced release valve eoiinec-ted therewith, trapped air pipe leading trom said release valve to the opposite tracks and automatically operated devices in connection with the opposite trucks for releasing pressure in the trapped air pipe, substantially as set forth.

el. The combination with a train pipe and a release Valve connected therewith, oi" a trapped air pipe leading from said release valve and having branches extending into relation with spaced aparttruclrs., and automatically operated devices remote from the release Valve for releasing pressure in the trapped air pipe, substantially as set forth.

5. In an apparatus substantially as described, a release valve comprising a casing having a train pipe port, a release port,

and an escape'port opposite each other, a

piston between the escape and release ports and having` a connecting rod, a head plate controlling the escape port andla. head plate operating in connectionv With the release port, and ay spool slidingl on the connecting rod and having a head movable toward and from the headoperating in connection with the release port, said head being ported, subA stantially as set forth.

6. .in an apparatus substantially described, a release valve, comprising a casing having` a. train pipe port, a release port, and an escape port opposite each other, a. piston between the escape and release ports and having` a connecting rod, a head plate controlling the escape port and a head plate operating in connection with a release port, and a. spool having a sleeve sliding on the connecting rod olf the piston the opposite' ends tliereot and operating connection with the head plates, of the pis ton, substantially as set forth.

'7. A tripping valve for air brake systems comprising a casing` having a port for communicating air thereto and provided with an escape port and provided. within the casing witl, a socket for a valve stem and with a depression or recessA surrounding said socket, a valve having;- plate controlling the. discharge portand also provided with an outwardly projecting,- rod whereby the valve may be operated and with an inwardly projecting stern, a cu p litting at its open end over said. stein and having its closed endprovided with a pointed. projection to enter.' the snclret in the valve casing, the said pointed stem being adapted to pro into the recess or depression surroundin said socket under certain displacements of the' valve, substantially as set forth.A

8. The combinationwiththe spaced apart trucks and the train pipe, or a release valve conilected with the train pipe. and having means adapted to release pressure in the train pipe under certain circumstances, a trapped air pipe connected with the release valve and extending thence toward the opposite trucks and means operated from the' trucks for releasing pressure in the trapped air pipe when the truck is adjusted to an abnorn'ial position relatively to the car body, substantially as set forth. l

9. In an apparatus substantially as described, a. pressure release valve comprising a casing,` having a port for communicatingl air thereto and provided with. an escape port, said casingl having Within it, opposite said escape port, a socket and a recess or depressed portion surrounding the same, a valve for closing the escape port and having an inwardly projecting stein, a cup fitting over the said stein and having at 'its outer end a point or projection to enter 'the socket oit the casing and springr `Within the cup for actuating the valve, all substantially as and for the purposes set tort-h.

HGH T. RYDEF.. JOHN P. JOHNSON. lllfitnesses:

lll. L. HOLLADY, S. l?. KERTING. 

